The Boeing 737 is back in the US – approved for flight and airworthiness. What does this mean for the company? We discuss the BMW flying wingsuit–an impressive piece of skydiving technology. We dive into wing aerodynamics, shapes and materials and talk through Wisk’s new partnership with NASA on EVTOL use.
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Transcript: Struck Aerospace Engineering Podcast EP36 – Boeing 737 Max Returns; Wisk Partners with NASA; Wing Shape & Aerodynamics
All right. Welcome back. This is the struck podcast, episode 36. Uh, in today’s episode, we’re going to cover. A recent lightening puncture, um, in a ups seven 47 Radome. So we’ll talk a little bit about that. Uh, Korea has a fun new offering where you can basically get in a plane and go nowhere and come back.
So we’re going to talk about the state of the airline industry. A lot of Boeing, 737 max news. Uh, obviously the FAA. Granted it’s a airworthiness certificate. So we’re gonna talk about that. And also some of the countries that are still not allowing the Boeing seven 37 max to fly in our engineering segment, we’re gonna talk about the BMW electric powered flying wingsuit, just fascinating.
And we’re gonna talk about the sweep of wings, carbon fiber, reinforced plastic, and some other, uh, Wing shape, uh, considerations. And then lastly, in our EBTL segment, we’re gonna talk about whisk and NASA and a little bit of, um, collaboration, uh, between them recently. So Alan, number one, Ups had a radon punctured, huh?
Yeah, they did. The FAA had an incident noticed, uh, over the weekend that said a seven 47 that had departed from what I can tell departed Portland, Oregon, and landed up in Alaska and Anchorage had a radon. Puncture right in the nose. And that’s the only damage description they had, which was odd and, uh, did a little digging on it to see if there was any photos of course, landing in Anchorage, Alaska on a ups in the middle of the nighttime is there’s no one out there to take a picture of it.
With that radon will end up in some repair facility somewhere across the United States, more slightly. And, uh, it’s a, it’s an unusual thing. She don’t, we hear a lot about, uh, radon damage to seven 47 is that must occur. But that radon was ancient in terms of this design, it was designed back in the seventies.
And it uses metal bars for lightening protection, which are pretty standard Boeing fare. And the, the only issue is the sort of the, the front part of that radon was really doesn’t have any lightning protection on it at all. So it would seem theoretically possible. You’re going to get a puncture in it every once in a while, but it’s just kind of the wrong time of year, too.
It’s November. There’s not a lot of thunderstorms going on. Maybe there are in the Northwest, uh, but. Evidently took a puncture. So it was a significant enough that the FAA or somebody had reported it. Well, that’s key piece of news. Yeah. Well talk about that a little more. So obviously, like I’ve seen more and more photos of radon punctures, and they seem insane that like this smooth tip of your airplane can just suddenly have a smashed in open hole on it.
And the plane is just fine. I mean, how has that aerodynamically? Okay, well, that’s a really interesting question because we went through. A couple of different scenarios with that recently of what happens when there’s a hole in a, in a nose radon, because a lightning strike can cause that, but there are a number of other causes for it.
Some sort of structural issue, like a bird strike potentially. Yeah. Or a bird, a bird coming right through the radon, which is not uncommon to go right through anatomy. Pretty. Massive Holsey and Missy and smelly too. Yeah, it doesn’t smell good either. And then there’s other failures in which, uh, like we had that episode down in Mexico where they had the bulb seal all the way around the radar.
So the radar couldn’t breathe essentially and it collapsed the front. Part of the radio man. Uh, it’s just another structural failure. So as soon as you open up some sort of hole, there’s concern about aerodynamic forces and air just inflating the radar. But from what I can see in some analysis I seen, it’s not really an issue so much because there’s been a lot of holes from.
By birds going through Ray domes and the rate homes have, I’ve not seen one self-destruct from that. The, the rate homes are pretty tough because they’re typically a fiberglass or Kevlar, a poxy mix with some sort of honeycomb in or foam. Uh, and they’re really resilient structures. So even though you damage some part of it, it doesn’t.
Necessarily, uh, cause a lot of additional stress elsewhere and it’s not a load bearing structure. That’s the thing about a radon. It’s not carrying a lot of load besides the aerodynamic load. There’s not like there’s wing forces on it or lift forces on it. It’s essentially a fairing. So it’s just their load.
So there’s not a lot of forces put on it. So when you put a hole in those radomes, it doesn’t necessarily. Uh, or on its face, it’s not really a significantly serious issue where the FAA has raised flags about it. As you have. I saw a YouTube video of the weekend talking about the, the radon. They got punctured coming out of Europe and the landed, I think it was in Denver a couple of years ago.
And that radar hole was a size about the size of a bowling ball. And they flew for hours like that. And as a seven 57 and it was fine. So if that kind of damage is happening on a secondary structure, which it is, and, and all the life experience we have with those holes would say, it’s not really a significant, serious issue for aircraft flight.
It’s a costly issue to repair, but in terms of aircraft safety, it’s not really aircraft safety issue. . Pretty solid underneath it. Cause I conceptualize it as kind of just like a bowl, like turn upside down, like an empty cereal bowl. Are they getting empty underneath? Yeah, yeah. Yeah. I mean, so for the weather radar antennas, uh, there’s red alert weather, radar antennas underneath of it, there’s a glide slopes and sometimes localizer antennas, but those are much smaller than the main.
Main pieces, the weather radar. And then if you’re talking about military aircraft, sometimes there’s some other kinds of spooky electronics up front up there, but mainly it’s mainly, it’s just the weather radar. Gotcha. Gotcha. Well, moving on, uh, too much, much sillier note in, uh, South Korea, they are doing a sort of a sightseeing program where.
I guess people are just so ready to do something and spend a little money and see the sites that you can get an F in a plane. It’ll take off, fly over some other countries. So it’s technically an international flight will not touch down and we’ll just come back to the original airport. Alan, what is happening?
What is happening in 2020 right now, people are getting on airplanes, spending money to be on an airplane, to just circle and come back. Are you getting double miles or triple miles when you fly that way? Or is there champagne and the cabin? What kind of meal service are you getting on this flight?
There’s something, there’s something I’m missing here. Or they handed out free cigarettes and booze on the flight because otherwise, how would you lock yourself inside of an aluminum can for a couple of hours to go fly over something you can’t even see. They really see the ground at 35,000 feet. So why, why are you doing this?
I don’t understand it. But yeah, they have a long line of people signed up for it or what? I don’t know, but the F so this photo from the Korea, harold.com shows there’s a photo inside the cabin, just showing four people all leaning out the out the window or not leaning out their windows, but just at their windows with their, yeah, that’d be, that’d be a hoot, um, with their cameras, just like, but like you said, I don’t know if they’re going up to normal altitude here, if they could have some sort of different flight path, but.
You’re right. Like what are they taking a photo of their 35,000 feet, but people are just, well it’s and it sounds like one of the things is the duty free shopping on board. So they’re potentially, they can make some money if not make some money back, but save some money on making duty, free purchases while in the air.
I don’t know, just seems bizarre to me. Well, is it because, uh, you remember back so several years ago where the, I think it was the Soviets, it could have been the Russians, but I think it was a Soviet shut down that Korean airliner that had entered into their airspace. And they basically, the, the gist of it was that the Soviet union slash Russia.
Uh, thought that Koreans were spying on them. So it also makes you kind of wonder why would do these international flights? Is it just some sort of surveillance flight? Is that what’s going on? It’s a way to get airplanes in the air so you can watch what’s going on on the ground somewhere else. Is that what it’s all about?
It is a very odd. Odd thing that happens. So I haven’t seen that in the United States. No, one’s no one’s saying, Hey, let’s go fly around and let’s go fly over Canada and come back. I haven’t seen, seen that one yet, but maybe there is, uh, yeah, I don’t know. America is so unpredictable. I mean, people don’t want to fly on airplanes, but like a star, large fan of the country is like outrageous.
They have to wear a mask and refuses to do it. It’s like, it’s, it’s. Chaos. I don’t know. I can’t imagine getting on a plane just to come back, but maybe if you’re really bored, you just want to do that. Like it’s like a date night spend 500 bucks on flight to nowhere and come back. Like, I don’t know, you gotta be really bored to do that.
We haven’t had the new movie coming out. Maybe they have a new, th they’re they’re showing the new movie on the, whatever the new Marvel movie is on the airplane. As you’re flying over. Who knows where right over the sea of Japan. Fun, fun. Cool. If they did like theme night, like yeah, you get some like spooky movies and they serve Halloween candy and you, I don’t know, they can make it kind of fun.
Maybe that’s the future. That’s all, all the airlines get saved. Speaking of the airlines, the Boeing seven 37 max. Is back. So the FAA today released a statement. They had a YouTube video explaining that, all that stuff that you know, that they’ve officially met after 20 months, um, the FAS requirements to be safely back in the air.
So, Alan, what were the final things that they had to. Approve and fix. And how do you feel about this move? Well, it’s good. It’s, it’s finally company with some conclusion. Uh, the goal is that if we can get the seven 37 max back up and flying, I mean, get the economy going again and getting some, get people moving again, as it sort of.
Picks up steam. So the impact of Boeing can be somewhat minimized because of the pandemic, but the max has a couple of tasks to go do one. There’s some, there’s a software update, obviously on the MKS, limiting its authority and limit the number of times it’ll fire. And then they’re going to be picking up to a Oh eight.
Uh, probes instead of the one. So there’s a comparison going on and there’s a bunch of pilot training that’s going to happen to address the pilot training issues. And then there’s a wire harness, uh, correction that was picked up during the review of the whole aircraft, where they need to separate some wire harnesses back on the tails.
So there, there is a good. Bit of work to be done. And, you know, I think Boeing had a couple hundred airplanes on the ground that it we’re, we’re finished product, essentially. They’re going to have to go back and touch and update and applies and employ some people up in the Seattle area to go do that. Uh, but the, the bigger picture is getting.
All the pilot training, because you can imagine how many, seven 37 pilots are on this world. There’s a lot of several thousand of them. So there’s only a certain amount of, uh, you know, uh, it’s a certain limited amount of resources for pilot training. So I think that’s going to be the biggest hurdle, fixing the airplanes and updating the airplanes will be relatively fast compared to, I think the pilot training that’s going to be the hurdle.
Well, and another interesting side note is that. Canada has not ungrounded seven 37 max is there. And it seemed like Brazil said they’re still just not through their process yet. Like they don’t have the manpower of the FAA. So they’re just not quite there yet. Um, how do those two countries? And of course he also.
You know, approved airworthiness, uh, last month. So how do you feel about this, this, I mean, it’s not everywhere yet. So is that going to be a significant, it’ll be a hurdle, I’m sure there’s a lot of internal discussions about that, those particular countries, any country that hasn’t approved it yet? Uh, I, I think the FAA has, has put out some statements over the last week or so explaining their position on that and why they think the aircraft is safe to return to flight.
The COVID can be used as, as, uh, as sort of a crutch for a little while for Canada and Brazil. And they can use it as a explanation of why they can’t process all the things that are coming at them at one time. And that’s true. That’s true. You’re, you’re definitely limiting your resources right now. Okay.
But this has been going on for 20 months and I guess is that Boeing and the FAA has done a pretty good job. Andy also has done a pretty good job of communicating the details. And that’s why Boeing had that meeting over in Europe with the ASA and the FAA to coordinate some of this. So you would think that.
Uh, the coordination effort be pretty well wrapped up, but I think the, if it, if it Canada takes another month is really going to impact Boeing all that much. Probably not. It’s going to hurt you if things were to pick up very quickly in the next month, in terms of the COVID a pandemic issue, then the operators of those aircraft in Canada and Brazil are we kind of put in a pinch, right?
So really only hurting the airlines in your own country. And, uh, it’s not gonna make all that much difference to Boeing in the short term. Well, and my last question here is for consumers. Does this make any difference? Like, do I want to fly in a seven 37, max? Is there any meaningful, are the chairs, do they smell like honeydew or something?
Like, is there anything I’m going to notice as a consumer being in a seven 37 max versus a seven 37, 800 or something? Previous model. Oh, every Boeing aircraft is better than the previous generation. That’s just the way it is. I don’t, because you can order your aircraft with specific features who knows, what aircraft are you gonna, what max version you’re going to get in first.
Right? But it, it, the reason they, they created the max with the engines and had to make the move on the engines, which caused them to put the M cast system in which then caused some issues with the pilots. And the crashes was efficiency. It’s just less costly to operate more efficient engines, less cost to the operate.
So the, where that goes into, into airline profitability and in somewhat into lower ticket prices or maintaining ticket prices, low. And those are all positive things, and that’s why the max will be very successful aircraft, even after all of this. And remember a lot of aircraft that had early issues on entry to service, where they’ve had accidents, and then they’ve had a 30 year span of great performance.
So having a new, um, it’s not necessarily a new markup, a new aircraft systems. Can’t be problematic, not necessarily to this extent, but they can be problematic and. It’s really left up to the aircraft manufacturer to make sure that they pick those up detect what’s going on and correct it so that they can get to that 30 year span of productive money.
So in our engineering segment here today, our first topic today is a fascinating, it’s almost seems like there should be a red bull product, but this is the, uh, the BMW electrified wingsuit. And it basically looks like, like the Batman symbol, like, it looks like a bat wing because it’s this, this device that’s on your chest.
And if you don’t know wink what a wingsuit is, it’s, you know, these, um, like flying squirrel bird, like suits that kind of give a human wings, you know, it pretty much webs your entire body between your legs, between your arms. So as you’re skydiving, you can just kind of fly. But this is actually giving you a, your personal, essentially.
This is what is the sound? These are two electric turboprops. Is that essential? The electric fans I’d say ducted fans. Yes. Okay. Okay. So not quite turbo props, but, um, Alan, this is some, I mean, the video is insane. We’ll link to this in the description of the podcast below. And again, it seems like right out of red bull, but, um, really interesting.
So I mean, why to things like this is this significant for. What w what industry is this significant for a lot of these, just outside of the box, things are really fascinating, but. All right. Is this going to be a consumer thing in the future? Is this just pushing the limits, just showing what things can do?
Like what, where do you see this fitting in? Well, those wingsuits are always interesting because it’s essentially graceful falling. That’s essentially what those suits are. You can have some control or over falling because they always have the parachutes on their, on their back. Right. So as soon as they want to stop falling in and.
Guiding themselves where they’re falling, they pull the shoot and then they go land somewhere. Uh, the weather, the fan aspect, and the BMW aspect basically adds thrust. So now you can actually have lift cause you have enough propulsion to go. Vertically up that changes the dynamic of it. So now you are kind of flying in and you remember from a couple of years ago, I think it was in Dubai where they had the, the wings, uh, the actual carbon fiber wings on the back with the little jet engines on them.
And they were flying next to that Airbus 83 80. That was fascinating. Right. So, you know, you can do that already. That’s been, that’s done. And so the BMW w version basically makes that electric cars that, right. So it’s gone from a, a gas driven thing to an electric, electric motor and a battery pack. So it’s, I guess energy form of flying is that maybe it’s the greenest form of energy fly that we have, right.
Maybe. Yeah, yeah. Right. But it’s just, that’s another, those, uh, sort of ex scheme kind of adventure, fun things. The technology, the only thing that I thought was interesting is they put them in a wind tunnel and they did some testing on it so that there was less risk that. The, the, the guy flying the suit, wasn’t going to die in it.
Yeah. Yeah. I thought that, that, that made a lot of sense. Like, Hey, so much really thinking this out a little bit, because that’s a pretty risky little bit venture here. Are you going to put some thrust on your chest and go really, really fast and who knows what’s going to happen? Right. So good for them, but it actually did some work and BMW.
The BMW aspect is interesting too. I think you raised this such as, like why is a car company getting involved in, uh, this flying thing, right? Maybe it’s electric motors, maybe, maybe, and maybe, maybe, you know, like w w in your mind, where does BMW fit in? So like the. The luxury car, you know, lineup, you know, they’re not like Mercedes there’s obviously like Bentley and all those are like a way higher priced tier, but maybe BMW is trying to differentiate themselves and appear to maybe like more younger hit people as like we’re.
The red bull of, uh, and I’m bringing out red bull a bunch, but like, maybe this is like, you want to get a single guy like me. He was like, yeah, I want the, I want the hip luxury. I got 60 grand to spend. I want like the cool car more so than like the, you know, Mercedes are obviously cool, but they’re more of like luxurious than maybe BMW is like the fast ones that you want to drive around going too fast through curves.
And in London, I don’t know. Well, I think it’s probably the Tesla effect in this sense that if you’re going to spend 60 or 70 grand on a car, you can drop that on a Tesla. You can go really fast in a Tesla. Yeah. A lot of crazy, crazy things that are tested that you may not be able to do in a BMW today.
Probably zero to 60 or zero to a hundred is, is that’s Tesla’s sweet spot. Um, but. Yeah, if it pushes, and I think you’re right about this. If it’s pushing a marketing change or just a shift in attitude towards the brand, then it makes total sense to do this. And you, you know, BMW, we were kind of electric vehicles and, you know, uh, most of Europe’s going to end up that going that direction at some point in the next five years.
So is that part of that little marketing scheme to keep building up the brand name probably is smart idea. Yeah. Could it be, and I know BMW has had an electric vehicle. Have you seen it? Yeah, really interesting. They don’t like, uh, I think they had a really small one. Right. And they had a more like long one that looked like this like incredible Roadster.
It looked like a extremely expensive like Italian sports car. And I think that one was electric. So maybe they are, they’re just trying to differentiate themselves and maybe they want to. Go way more expensive than Tesla. I mean, you know, like as you go into electric vehicles, maybe like we can’t compete that Tesla prices, maybe like we need someone to spend a hundred grand on our electric car, so we gotta be cooler.
Right? Yeah. And also there was a discussion before pre COVID to having that, uh, E eraser. Or a flyer, a racing series where had electric aircraft racing. Remember that was going to be part of this past summer. It was supposed to happen. Maybe that was also part of BMW’s play again, getting to that red bull kind of crowd.
That would make a lot of sense that, um, I think that I really want to see that. I think that’s, I would love to see that on ESPN, besides the little electric drone things they have on ESPN. I don’t mean to just understand that one, but electric aircraft are going a couple hundred mile an hour and racing.
That would be pretty cool. And it would set, also set that brand name up because like a couple of years ago, Jaguar had hooked up with a beach aircraft. Well, you could buy a, uh, beach Bonanza and a matching colored, uh, Jaguar at the same, or Jaguar, sorry, at the same time Jaguar. Right. So you can actually, and I’ve seen that a couple of times.
I think that happened recently again, I think where it had a matching airplane car, uh, Purchase. I mean, people spend money on what I think to be crazy things. That’s one of them, but Hey, if it sells an airplane and it keeps people employed, I’m all behind it. Yeah. Do it. There you go. Well, speaking of bacteria, Plains, uh, interesting article from physics world.
Dot com just talking about, uh, straight versus and untampered versus straight and tapered versus swept and on taper, lots of different things in, in wing design and then, uh, airflow over the wings, different, um, materials for wings. So, Alan, one of the things that really stuck out to me about this article was the straight wing versus the, um, swept wing.
So why is that such a big deal? Why do no commercial airliners fly? We’ll all commercial airliners. So should phrase phrases better fly with swept wings? Right? What did they find that has made that ubiquitous in commercial travel? Well, it’s a, it’s a drag issue and a mock number issue, uh, and reducing turbulence and from airflow and especially high speeds and also just reducing overall drag on the wing.
And I remember a couple of things about an aircraft wing, which this is the Ottawa. Aviation, um, difference between that aircraft and most other aircraft, when you have to put fuel, uh, petroleum jet a. In in the wing, the, the, the root of the way in close to the fuselage is going to be really thick. Right.
And then as you get further out, a little fuel in there, so the wind can really thin up. So you’ve got this sort of very thick wing structure near the aircraft fuselage, and it gets thinner as it goes out. So, uh, when you do that, there’s, there’s a lot of, uh, like a wind turbine sink kind of thing that kind of winter.
And we’re like near the hub of wind term, it’s very thick and up towards the tip. It’s, it’s much thinner. So aerodynamically, it’s not the most efficient thing in the world, so yeah. Uh, you’re trying to compensate for that. And that’s why you see a lot of different wing designs today, even like the 77, the new triple seven, and then like the auto aviation aircraft, the celibate, right.
Is it’s got this, uh, very unique approach on where fuel should be stored and what’s the most efficient wink structure. So that’s definitely changing. We continue to see significant changes in the wing design over the last, even the last five years, I think because the computational ability of most desktop computers, essentially, it’s got to the point where you can do a lot of analysis on your desk instead of using a super computer, we’re going to have better wings, more efficient wings.
And we have the technology in terms of the materials to make sure it makes it more efficient. So we’re taking, so that basic fundamental research that happened. With, uh, the NACA airfoils and so the early NASA stuff, and now we’re really able to apply it 50 years later, 70 years later. And, uh, you know, I don’t, we’re not going to see a stop to it anytime in the near future.
I think all of these new wing designs are coming out for particularly as EBT. Wells is going to show us very similar things. You’re gonna see a lot more new technology in terms of wing design and efficiency and aerodynamics. It’s only going to get tighter and more. Uh, cleaner lines, more efficient as we go forward.
It’s it’s really going to be the next couple of years. It can be fascinating on wing design.
all right. So in our final segment today on EBTL Wells, interesting development between. A whisk and NASA. So whisk their main player now is the Coro. It’s a really interesting design. I think it looks cool. Of course looking cool. Doesn’t really get you very far, but I like it personally. I’m not an aircraft or aerospace engineer, but NASA is partnering with them and, and their goal in this little partnership is trying to figure out autonomous flight for the future.
Um, especially in national airspace. So, Alan, what stuck out to you about this partnership and this article out of aviation today? Well, NASA has done a good job. And in many aspects of aviation, not necessarily like they were many years ago, which they were really involved in flight testing, new designs and new technology, and well, they, and they were with this new, the zoo Supersonics and cutting down the, the boom, uh, noise on Supersonics NASA was evolving a good bit of that.
But when you think about. A lot of general aviation aspects, NASA doesn’t seem to be all that involved. And I think their expertise can come into sort of that between the FAA NTSB department of transportation and the aircraft manufacturers, like how do we operate these things? And what’s the best way to operate them.
And how do we create an infrastructure that allows them to operate. At at least a relatively efficient level, because NASA has a lot of smart people hanging around. That’s sort of what NASA does. And so if you can apply them to a particular problem, which there isn’t a resource for, cause the aircraft companies aren’t doing and whisk is not going to go out and look at the national aerospace infrastructure and determine where the Polish should be written and how things should be set up in there.
That’s just not what they do. They’re building airplanes. Uh, so you need somebody in that middle space to sort of develop that, that. To resource, which you’re going to need, because you can have the best dang airplane in the whole wide world. But if you can’t operate it, then what’s the point, right. It doesn’t make any sense.
It’s just like a lot of this is my pet peeve over the last month or so, which is why are a lot of these companies trying to build airports? What is up with that? Why are we trying to build a hell of essentially heliports? Well, we haven’t even built the aircraft yet. Right? Boeing doesn’t build our parts, uh, Airbus doesn’t build our approach for the most part.
Why are we trying to build airports? And that’s where the sort of the NASA and some of the, the larger, uh, federal agencies can. Does I help design the airport, right? We shouldn’t be spending money on that when we’re trying to build an airplane at the same time, because, uh, physical structures take money and cash and buying land takes cash and all that stuff that you need to be pouring into an aircraft design.
You’re you’re, you’re pushing off somewhere else. And that doesn’t make a lot of sense. It just doesn’t right now. So, I mean, are, do you think this is fear from some of these ETO, all companies where they’re saying we’re getting nervous, that there might not be a place to put these things like they want to.
Hey, like your ma I mean, we talked about in a recent, uh, episode of the uptime podcasts about there needs to be a market first and then products to fit it. Right. But right now there are no, there’s no places to land these things. Oh, there’s them, or is that not true? I disagree in the United States, if you actually, we all want, and we, if you, if you’re just part of the general public and you fly commercially, you’d start thinking about.
All the places you fly commercially because that’s sort of the shortlist of airports in your head. But if you actually looked at the number of airports in America, they’re all over the place and to places you’ve never even heard of, uh, have an airport. So there are plenty of places to, to take off and land and air an aircraft of any most, any size, relatively small size you can get in and out of most, most places.
But if you want to put it next to, um, you know, downtown, downtown Manhattan. Yeah. You’re going to have problems doing that, but for 90% of America, there’s a place to land relatively close to where you need to go that exists today. So then that’s, that’s the other struggle for me. It was like, why wouldn’t we use the existing infrastructure for right now?
And if somebody wants to build their own, uh, Evie tall, Pad in their backyard and let them pay for it. Right? Because if you have enough money to buy the aircraft, you have enough money to put down a, uh, a piece of asphalt. Good enough, right? Yeah. Well, are they getting ahead of themselves? I mean, are, are they thinking that they, we need this like Greyhound bus stop where we have to have all this stuff?
Or is it really just, we just need a helipad. Like, is there anything that’ll pad pad take care of it? Yeah, I would, in a large sense, I think that it would, unless there were restrictions on the noise and as such, there’s some places in the United States where they limit the use of helicopters or what times of days you can use them because of the noise issue.
But there’s not a lot of infrastructure needed to take off a land, one of these things. And that’s the that’s the mental hurdle is if you want to put a pad on top of your roof, why that’s awesome, but why one and two to the aircraft companies shouldn’t be getting involved in that? I just think it’s just taking away resources that they just don’t really have right now.
All right. Well, that’ll do it for today’s episode of struck. If you’re new to the show. Thank you so much for listening. And please leave a review and subscribe on iTunes, Spotify, or wherever you listen to podcasts. Check out the weather guard, lightening tech YouTube channel for video episodes, full interviews and short clips from the show.
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